Steering mechanism



' March 9 ,192 6.

1,575,802 E. H. VAN VALKENBERG STEERING MECHANISM Filed April 2'7 {L925 2 Sheets-Sheet 1 March 9 1926.

/ E. H. VAN VALKENBERG STEERING MECHANISM Filed April 2'7,

1925 2 Sheets-Sheet 2 l atentecl Mar. 9, 1926.

UNITED STATES PATENT OFFICE.

Earn H. VAN VALKENBERG, or MONROE, WASHINGTON, AssIGivoR OF ONE-HALF To OSCAR sILvERsrErN, or SPOKANE, wAsrrING'LroN.

STEERING MECHANISM.

Application filed April 27, 1925. Serial No. 26,080.

To all am may concern Be it know-nth at I, EBER Il. VAN VALKEN- menu, a citizen of the United States, residing at Monroe, in Snohomish County and State of Washington, have invented certain new and useful Improvements in Steering Mechanism, of which the following is a specification.

The present invention relates to improvements in steering mechanism for aircraft or dirigible balloons, and contemplates the use of vanes or steering blades preferably located at the rear or stern of the ship and normally'within the limits of a circle corresponding to the greatest diameter of the cylindrical shaped craft.

The blades or vanes are movable to a position without the limits of such a circle for the purpose of j'changing the course of the ship both as to lateral and vertical movement. 4

By the utilization of my invention means are provided which are simple in construction and facile and reliable in operation while under. control of the aeronaut for changing the course of the ship while under way and for maneuvering the ship as required in taking off and in landing.

The steering vanes are arranged at the stern of the ship in pairs at the opposite diametrical points of the body of the ship and the vanes are manually controlled for perforiningtheir required functions from a remote control station as by tiller ropes.

In the accompanying drawings I have illustrated one complete example of the physical embodiment of my invention wherein the parts are combined and arranged according to the best mode I have thus far devised for the practical application of the principles of my invention.

Figure 1 is a view in elevation at the rear of the ship showing the steering vanes, one of which in dotted lines is shown in extended position.

Figure 2 is a transverse sectional view through the body of the ship showing the operating mechanism for the steering vanes.

Figure 3 is an enlarged detail sectional view illustrating the frictional engagement between an operating bar and one of the vanes.

Figure at is a view in perspective of one of the vanes.

. Itorconvenience of illustration and show-. ing the general relation of parts I have in dicated inFigure 1 the body of the air ship as 1 having a gondola or car 2 suspended therefrom and provided with a propeller 3 for the propulsion of the ship.

For steering and maneuvering the ship I provide at its stern four diametrically arranged vanes or blades 4, 5, 6, and 7. The blades t and 5 andthe blades 6 and 7 are arranged and operated in pairs, the first pair to change the lateral courseof the ship to turn to the left or right, and the secondtpair to change the course of the ship for ascending or descending; V

The vanes are of similar construction, size and shape, and 'concavo-convex in cross section to conform to the periphery of the body ofthe ship asindic-ated in Figure 8.

Each vane is fashioned with an extension 8 which terminates in a hinge sleeve f), and the sleeve is mounted to turn on a pivot pin iorhinge pin 10 supported in spaced brackets or hinge flanges 11 integral with or secured to a plate or other suitable fastenin ,or attaching means on the body or hull of the ship. A pair of duplex springs 12 and 1-3 are supported on each pin with the respective ends of the springs bearing against the vane and the attaching plate, The springs are designed to hold the mines in normally retracted or folded position with relation to the ship, and to return them to such position after having been unfolded or extended when in use.

Each of the vanes is adapted to swing on its hinge outwardly from the longitudinal center of the ship, vanes 4 and 5 being adapted to swing to the left and right respectively, and vanes 6 and 7 being adapted to swing upwardly and downwardly respectively.

At the inn-er side of each of the vanes is arranged a longitudinally extending channel plate 14 firmly attached to the plate in suitable manner and positioned thereon in a plane at right angles to the axis of movement of the vane on its pivot.

For operating or extending a. selected vane of a pair I provide a pair of diametrically arranged bars 15 and 16 which aremovable or reciprocable transversely of the ship and supported in suitable manner as by ball bearings 17 carried in a radial opening 18 that extends through the double wall of the hull or body of the ship, as best seen in Figure 3.

On each end of each of the operating bars is journaled an anti-friction roller 19 located in position to travel along the channel plate 14 of a complementary vane in such manner that the plate acts as a guide member and also as a cam member in co action with the roller to unfold or extend its vane.

By forcing one of the bars outwardly to slide in its bearings it will be apparent that its roller will contact with a complementary guide channel plate and cause its vane to swing upon its hinge against the tension of the retaining springs, 11 and 12. When the bar is retracted and pressure released from the vane, the springs return the vane to normal folded position.

Manually operated, or other suitable means are employed for reciprocating the operating bars 11 and 12 through suitable mechanism shown here as a rack and gear connection for the bars. As seen in Figure 2 the bars are fashioned with central racks 21 and 22 and rack levers 23 and 24, each pivoted at 25 to a suitable stationary sup port, and adapted to eo-actwith the racks of the bars. Tiller ropes 26 and 27 are connected to the respective rack levers or to their arms 28 and 29 for swinging these racli levers on their pivots in either direction, for the purpose of reciprocating the operating bars, and these tiller ropes are extended to a suitable control station for ready access by an aeronaut.

It will be apparent that by manipulating the till-er ropes a lever may be swung to cause a sliding action of an operating bar, as bar 15, to the left in Figure 2 to extend the vane f to the left for changing the direction or course of travel of the ship by turning it to the left as it travels forward.

Each of the other three vanes may be operated in a similar manner for turning the ship to the right, and for inclining it with its stem inclined upwardly or pointing downwardly, for the purpose of raising or elevating the ship or for occasion on landing.

While a selected one of each pair of vanes may be operated by a single operating bar 15 and 16, it will be noted that the action of the several vanes is independent of the others in order that the required functions of the vanes may be carried out.

Having thus fully described my invention what I claim. as new and desire to secure by Letters Patent is- 1. The combination with an airship of a pair of diametrically arranged, hinged steering blades, longitudinally extending channel guide plates on said blades, a diametrically disposed operating bar slidably supported between said blades, anti-friction rollers on the opposite ends of said bar for engagement with said channel plates, and means for actuating aid bar.

2. The combination with an airship of a pair'of diametrically arranged hinged steering vanes concave-convex in cross section, springs for retaining said vanes in folded position, guide plates on said vanes, a diametrically'disposrd operating bar slidably supported between said vanes and anti-friction rollers on the ends of said bar for selective engagement with said guide plates, and means for actuating said bar.

3. A pair of diametrically hinged steering vanes, springs for retaining said vanes in folded position, guideplates on the vanes, a diametrically disposed bar slidable between said vanes and cam rollers on said bar, a rack member on said bar, a pivoted rack lever, and means for actuating said lever.

In testimony whereof, I aflix my signature.

EBER H. VAN VALKENBERG. 

